Railway-rail and joint.



T FFICE- SOHUYLER HAZARD, OF CINCINNATI, OHIO.

RAILWAY- RAIL AND JOINT.

SPECIFICATION forming part of Letters Patent No. 657,870. dated September 11. 1900 Application filed J ly 2'7, 1899. Serial No. 725.297. (N model.)

To all whom it nuty concern:

Be it known that I, SCHUYLER HAZARD, a

citizen of the United States, residing at Oin-' cinnati, in the county of Hamilton, State of Ohio, have invented certain new and useful Improvements in Railway-Rails and Joints Therefor; and I hereby declare the following p joint therefor embodyingmyinvent-ion. Fig.

2 is a plan or top view of a portion of therail, the angle-irons of the joint omitted. Fig 3is a transverse section of an American Society of Civil Engineers rail, or what for the purposes of this specification may be termed the standard rail. This latter figure is here introduced for purposes of comparison, the dotted, added, or outside lines indicating the increase of flange-bearing on the gage side and on the tread and the included dotted lines indicating the abstracted metal corresponding thereto, and the two taken in conjunction indicate the transposition of metal in the rail resulting in my invention, whereby without increased cost or weight the life of the rail is prolonged.

Like symbols refer to like parts wherever they occur.

Those familiar with railway practice are aware that in designing railroad-rails provision is made for certain wear of the flangebearing and tread of the rail for a given mileage and given weight of rail. Experience has shown that the wear is by far the greatest upon the gage side of the head, the result of flange wear, and that the life of the rail for main-track service is limited thereby, so that the rail must be shortly reversed and thereafter relegated to side or slow track service or cast into the scrap-pile. Among the means devised to prolong the life or main-track mileage of the T-rail has been the addition of metal or reinforcement of the tread and flan gebearing on the gage side of the rail where the greatest wear occurs, but as is evident this results in added weight and cost and is in effect but a matter of degree.

The object of my invention is to obtain an increased life (or mileage) for the rail without adding to its weight or first cost, and this I accomplish by a transposition of the metal without an increased cross'sectional area.

In carrying out my invention I carry the web higher upon one side of the rail and project the flange-bearing proportionately farther beyond the central line of the web upon the opposite side of the head, or, in other words, I reduce the depth of the standard head upon one side thereof and proportionatelyproject the flange bearing upon the opposite (or gage) side of the rail and upon the tread by substantially so much of the metal as has been displaced from the under opposite side of the head, whereby the rail-head is reinforced at the points of greatest wear without weakening the head or increasing the weight of the rail,and such a construction embodies the main feature of myinvention. In order to properly support at the joint rails of said formation, I employ angle-irons of unequal length, the wider (or deeper) of which being on the outside of therail or corresponding to the shallower section of the head and the extended web of the rail, while the eccentricity of the head is on the gage side of the rail, a stiffer joint will be secured, and such a construction embodies a secondary feature of my invention.

I will now proceed to describe my invention more fully, so that others skilled in the art to whichit appertains may apply the same.

In the drawings, 1 indicates the head, 2 the web, and 3 the bottom flanges, of a rail embodying my invention. The rail, generally considered, belongs to the class commonly termed T-rails, and approximates the standard proportions of fiange and web, 850., so as to be interchangeable with the American Society of Civil Engineers rail or standard. The head 1, however, instead of being symmetrical, as in the standard, (see Fig. 3,) is reduced in depth upon one side, as at at, so that the web on said side may be said to extend up farther into the headthan upon the opposite (or gage) side thereof. The metal thus abstracted from the under side of the head upon one side thereof is added to the flan ge-bearing and tread of the rail on the opposite (or gage) side, as at 5 and 6, so that the flange-bearing of said side projects a greater distance beyond the Vertical center of the Web than does the flange-bearing of the side from which the metal has been abstracted, so that the head may be termed eccentric, as it is no longer symmetrical, as is the head of the standard T-rail.

So far as the gage side of the rail hereinbefore described is concerned and its relation to the angle-plate of the joint is concerned, it does not materially differ from the American Society of Civil Engineers or standard rail, and an angle-iron A of the usual form and proportions may be employed; but as the head of the rail is eccentric with the shallow section of the head opposite the gage side the outer angle-plate A of the joint will have to be proportionately increased in depth, so as to correspond with the extended Web upon that side and take under the head and properly brace the rail, and asa result thereof a much stiffer joint Will be secured.

Having thus described my invention, what I claim, and. desire to secure by Letters Patent, is-

1. A railway-rail of the T type, having an eccentric head reduced in depth upon one side and its flange-bearing proportionately projected upon the opposite or gage side of the head, substantially as and for the purposes specified.

2. A railway-rail of the T type, having a head of substantially standard cross-sectional area with its flange-bearings at unequal dis, tances from the central line of its web, said Web being the shortest on the gage side of the head or that side which projects farthest from the median line of the web, substantially as and for the purposes specified.

3.- A railway-rail of the T type, having a head Whose flange-bearings are unequal dis tances from the central line of the head, and a web whose sides are of unequal length, the longest side of the web corresponding with that side of the head Whose flange-bearing is the nearest to the central line of the head, substantially as and for the purposes specified.

4. The combination with a rail of the T type having a head reduced in depth upon one side and correspondingly projected beyond the median line on its opposite or gage side, and a Web of unequal height, of angleplates of unequal depth that having the greater depth being placed on the side opposite the gage side of the rail, substantially as and for the purposes specified.

In testimony whereof I affix my signature, in presence of two witnesses, this 25th day of July, 1899.

SOHUYLER HAZARD.

Witnesses:

D. KISTER, O. F. QUINCY. 

